Internal-combustion engine.



H. C. WAITE.

NAI. COMBUSTION ENGINE.

. INI" APPLICATION FILED JUNE 8.1914.

Patented Apr. I3; m5.

o o m m5 n,... l If.u.dun\ E OIIII I I IIIIIIIIIII.

IIIIII XIIIII g lll'llilllllllidllll lidrllllliildlill ldmll`l@hl HARRY C. WAlE, GF CHICAGO, LLINOIS, 4ASSIGNCBJER. 'IO INTERNATIONAL HARVESTER, i CORPORATGN, A COIt/PQRATXCN F NE'W JERSEY.

NTERNAL-CMBUSTIDN' ENG-INE.

Specification or' Letters Patent.

Application tiled .Tune ltvtfl. Serial No. $43,853.

To uZ/ @t1/lont 1' t may concern f Be it known that l, HARRY C. WAi'rn, a citizenofthe United. States, residing at iChiCago, in the county of Cook and State of illinois, have invented certain new and use .fu/ improvements in internal-Combustion lli glues, of which the following is a full, cleat, and exact specification?.

This invention. relates to internal combustion engines, and more particularly to means for controlling thesupply of fuel thereto and for igniting the same.

The main object of this invention is to obtain complete combustion of the heavier fuels, such as kerosene, in the combustion chamber of an internal combustion engine under any and all conditions of operation, and thereby increase the eilicieney in connection with the operation of such engine.,

Another object is to control the supply of fuel to an internal combustion engine and ignite the successive charges of such fuel in a manner to produce the best results for sucn cessful commercial operation.

These and other objects are accomplished by providing an internal combustion engine with moans for supplying successive auxiliary charges of fuel to an auxiliary ignition chamber, where. such charges are ignited and in turn ignite successive niain charges ,of fuel 'Within the combustion chamber, and means for regulating the auxiliary and main supply of fuel in accordance v-.fith operating conditions.

The invention is illustrated on the accompanying sheet of drawings, in Which the single ligure is a sectional of an in Itornai combustion engine enobodyircg,` my in- 7vontion.

lhc various novel features of my invention will. bo apparent from the description and drawings and will be particularly set forth in the appended claims. y

Low 'grade fuels, such us kerosene and dic'- tillute, used in internal combustion engines, are slot' in llame propagation, and relatively higher degrees of heat are necessary for perfeet ignition and combustion. 'lhe ordinary electric sparlr does not possess the vol urne to propagate a rapid flame of combustion in the main fuel charge in engines using lo i grades offuel ordinary running teur peintures The combustion of low grade fuel is vcompat'atively slow unless ignited by a flame of comparatively large volume and satisfactory after theengine has what choose to terni burning over or burning beyond the time of exhaust valve opening, followed 4by preignition, and by reason of the incomplete combustion carried on after a reduction of pressure, there is a residue or deposit of unburned or unconvsumed heavier particles of fuel Which accuinulate over the piston head and on the walls of the combustion chamber, causing a general fouled condition of the engine. Not only are preignition troubles thus encountered, but there is considerable interference in connection with lubrication. Also in time these deposits, after becoming incandescent, become hard and will cut the cylinder walls and piston rings, doing darnage to the motor. lt is Well known that preignition in a motor causes loss of power and decrease in eliiciency. History of. the ordinary kerosene burning engine of the-low compression type, in contradistinction to the `Diesel type, shows two methods heretofore in use for burning kerosene, One is to heat Vthe fuel and the intake passages leading to the cylinder and thus form a gus from the fuel that has been previously vaporized while passing through a carbureter or simigas being preheated to a fairly high temperature in order to prevent recondensation, materially decreases the motor eiiciency'by reason of the gas being highly expanded previous to coml pression. This heating process or method has another objection ,which is commonly known asbrealring up of the fuel by heat; in other Words, destroying perfect homogeneity of the fuel and leaving the lower elements thereof to be deposited unburned or in the passa-ges of the carbureter or noixing device, causing a. clogged condition.

'lhe second common method is'to vapora ize the fuel by ordinary means of a Venturi tube in which high velocity of air is created by the intuire stroke of the engine, fuel being passedinto the high current of air. This does under certain conditions vaporizegthe fuel, and if not carried too far in long intake pipes or manifolds the result is fairly become hot, the heat being porized fuel iut-o a gas after it is admitted to the combustion clnnnobe'i.1 in the engine.' Under these conditions ignition is fairly goed by strong electric spark; but the exsuilicient to generate this valao,

:ety

cessive heat at which the motor has to operate in order to produce fairly good combustion vunder these conditions is detrimental to lubrication and goes fary in the direction of producing preignition by charred particles of carbon deposit from the lubricating oil and fuel, and since gasification is not perfect or complete under the temperature of water jacketed Walls, a great vWaste is carried on'. In either of these methods there seems to be considera-ble waste, since in practice it has been found that to produce the same powerv for theA same length of time a larger quantity of kerosene fuel is used than of gasolene, although ythe British thermal units of kerosene run considerably higher than in gasolene. f

i My theory is that perfect combustion does not take place in either of the two methods commonly used in low compression motors of the kerosene burnlng type, and thistheory is strongly substantiated by the fact that most all kerosene burning engines of the low compression type show 'a great evidence of fuel Waste under varying loads; the vaporization being at its best only with the engine operating under wide open throttle. In the volume governing type ofinternal combustion engine it iswell understood that thevelocity of air through the Venturi tube is measured by the throttle opening.

v In carrying out the objects of my invention, I have'- provided the combustion chamber 10 of an internal combustion engine with an auxiliary ignition chamber 11, in which is located an igniter 12 for producing a spark to ignite an auxiliary charge of fuel to produce a relatively large hot flash or flame which is forced by the power of the explosion-into the combustion chamber wherein the main charge is ignited. This creates an igniting medium `for the main charge of comparatively great volume and heat, which sets up rapid' combustion and consumes the main charge of any lov:r grade fuel comi pletely. This auxiliary chamber preferably is not surrounded by'a water jacket, for the reason that I desire to have the same become heated quickly for economical reasons,

and the passageway 15 is a suction controlled valve 16, which is normallyheldto its seat 17fby a coiled spring 18 surrounding the stem 19 of the'valve.. f kfter they/allsof A iary ignition chamber a throttle valve 25 is provided, which is preferably passageway 21.

' The main charge of fuel which is of low grade, such as kerosene, passes through a placed inv the different carbureter 2 6 connected to a con-` duit 27 associated with the intake passageway 28 of the engine. The carbureter is provided with a valve 26 for regulating the quality of the main fuel charge. A throttle valve 39 is also provided in the fuel char ing passageway leading to the intake of tE engine for controlling the quantity of main fuel supply. The throttle valves 25 and39,

are interconnected by a link 40, saidlinkv being connected to the engine governor gieot shown) for reasons to be given hereine 'l'. The intake passageway 28 is controlled b the suction controlled valve 29, normally eld against its seat 30 by a coiled sprin 31. The cylinder is provided with the usua exhaust'outlet and exhaust valve-33.

In the operation of this kerosene burning engine, and particularly for starting purposes, the gasolene may be turned on to permit successive charges of same to,

pass into. the auxiliary 'ignition 'chamber after passing the valve 16 upon each inhalationstroke of the piston 34 of the engine. At the same time successive main char es of the heavy fuel, such as kerosene, are rawn into the combustion chamber past the main inlet valve 29. Upon the compression of the charge of fuel in the combustion chamber of the internal combustion engine, and also of the auxiliary charge in the auxiliary ignition chamber, the auxiliary charge is ignited by an electric spark, causing said auxiliary` charge to explode. producing a large hot flame for igniting the main charge of kerosene fuel, the flame caused thereby` rapidly propagatin and completely consuming fall of the fue charge, whereupon-the piston is forced on its 'expansion stroke fordoing work. When the walls of the auxiliary ignition chamber have 'become' sutliciently heated the gasolene may beshut olf and the kerosene-t11rned` on, thc

qualityfofwhich may beQriegulated` bythe vali-'eQLfthe auxiliary charge offkerosene being drawn 'into the auxiliary.y 'ignition chambcr'atj the same timethe 1nain"clia 'ge of kerosene is' drawn into the combiis ion chamber 'ofV the internal combustionengine.v

Liet-,osa

main charge of fuel in the combustion charm,

ber Awith a large flame, which is effective incausing complete combustion and for ob taining the greatest efficiency. The quantity of auxiliary charge is controlled by the throttle valve located in the passageway 2l, and the quantity of main charge of fuel to the combustion chamber is controlled by the other throttle Valve 39. As stated above, these throttle' valves' are connected by a link 40, which link is connected to the governor (not shown) of the engine. In this Way the relative quantities of fuel in the proper proportions are supplied 4to the auxiliary ignition chamber andthe' combustion chamber in accordance with the demands of the 'engine. When the engine isA Working on a light load and loW compression only a relatively small auxiliary charge is necessary, and when the engine is liiv'orlring on heavy loads and high compression a vrelatively largejgfguiiniliary chargeis required, in Which latteifnaee the throttle valve 25 is incre nearly Wide open than otherwise would be the case andthe throttle yalve 39 controlling the main charge is Wider open than it Would be otherwise; the reverse being true when the -engine is operating on light load and 'low "conipression. By means of these interconnected'throttliug valves for controlling the quantities of auxiliary charge and main charge, and therelative proportions of the same, the highest eiiiciency of the engine may be obtained under varying load conditions, the main charge being completely consinned ,to produce the desired results.

There may be various arrangements and modifications of my invention other than here shown and described, and it is my iiitention to claim all such modifications and arrangements thereof which do not involve a departure from the spirit and scope of my invention. f

What I claim as new, and desire to secure by Letters Patent, is:

A 1. In an internal combustion engine, the combination of a cylinder hai'ling a combustion chamber, anv auxiliary ignition cham-4 ber, means for supplying independent charges of fuel to said coinbustion chamber and auxiliary ignition chamber, and means for automatically controlling the volume o charge to each of said chambers.

2. In an internal combustion engine,l theV combination/of a' cylinder having a combustion chamber, an auxiliary ignition cliamber, means for supplying independent charges" of fuel to said combustion chamber and auxiliary ignition chamber, and gov` ernoi' controlled means for controlling the volume of charge to each of said chambers.

3. v-In an internal combustion engine, the combination of a cylinderhaving a combustion chamber, an auxiliary ignition chamber, means for supplyingindependent charges of fuel to said combustion chamber and auxiliary ignition chamber, and simultaneously controlled means for controlling the volume of charge to cach of said chambers.

Il. In an internal combustion engine, thev combination of a cylinder having a combustion. chamber, anauxiliary ignition chamber means for supplying independent charges of fuel to said combustion chamber and auxiliary ignition chamber', and means for con trolling the `quantity and'quality of charges to said chambers.

5. In an internal combustion engine, the combination of a cylinder having a combustion chamber, a main fuel inlet and an auxiliary fuel inlet, means for igniting a charge of fuel in said auxiliary inlet for igniting a main charge of fuel vi'n said combustion chamber, and governor controlled means for controlling the quantity of each of the fuel charges. 6. In an internal combustion engine, the combination of a cylinder having a combustion chamber, a main fuel inlet and an auxiliary fuel inlet, means for igniting a charge of fuel in said auxiliary inlet 'for ignitiug a main charge in said combustion chamber, and interconnected4 governor controlled means forcontrolling the quantity'of each of the fuel charges.

7; In an internal combustion engine, the combination of a cylinder having a combustion chamber, an auxiliary ignition chamber,

means for supplying fuelto the combustion Vcham-ber, means for supplying aplurality o 'f 8. In an internal combustion engine-the combination ofa cylinder having a combus- 4tion chamber, means for supplying fuel theretogfiin auxiliary ignition chamber, means for supplying fuel thereto, means for igniting ia charge of fuel in said auxiliary ignition chamber to ignite the main charge of fuel, in said combustion chamber, and means 'for automatically controlling the quantities of fuel in the main and auxiliarycharges. and their relative proportions.

-9. In an internal combustion engine, the combinationvof a cylinder having a combustion chambena source of fuel supply there` for, an auxiliary ignition chamber, a conduit associated with said ignitionvchamber, means for supplying high and loW grade fuels to said conduit, a suction controlled valve interposed between said auxiliary ignition chamber and said conduit, a suction con-4 trolled main inlet valve for saidl combustion chamber, means for igniting the fuel in ,sa-id ignition chamber for in turn igniting the fuel in said combustion chamber, and governor controlled valves for controlling the quantities of main and'y auxiliary fuel charges.

10. In an internal combustion engine, the

i combination of a cylinder having a combustion chamber, a source .of fuel supply therefor, an auxiliary ignition chamber, a conf y governor controlled means Vfor controlling the quantities of fuel supply to said combustion chamber and said auxiliary ignition chamber andv also the relative proportions thereof. l

' Lisa08? i 11. In 'an internal combustion engine, the combination of a cylinder having a combus-f` tion chamber, an auxiliary ignition chamber', means for supplying charges offuel to saidv combustion chamber and said auxiliary ignition'chamber, and means for automatically controlling the volume of charge to each'of said chambers. 12. Inan internal combustion engine, `the combination `of a cylinder having a combustion chamber, a main fuel inlet and an aux. iliary inlet, means for igniting a charge of fuel in said auxiliaryfinlet'for ignitingl a' main charge of fuel in said combustlon chamber, and governor-controlled means for controlling the supply of fuel to said inlets.

18. In an internal combustion engine, the combination of a cylinder having a combus ion chamber, a main fuel inlet and an auxiliary fuel inlet, means for igniting a charge y of fuel in s aid auxiliary inletfor igniting a main charge inysaid combustion chamber andk interconnected governorcontrolled means for controlling the supply of-fuel to said inlets.

In testimony whereof I ax my signature,

y in the presence of two Witnesses.

HARRY C. VVAITE;

Witnesses:

CHAs. L. BYRON, T. N. DAGGETT. 

